A small point but one I have seen a few times recently. When doing the pre takeoff check of the controls, the wheel should not get a few random jerks. Instead I think the best way is to push the control wheel all the way to the forward stop (ie closest to the instrument panel) then twisted to full aileron displacement in each direction. Then pull the wheel to full back travel and again move the ailerons to full deflection each way. If the controls are going to be obstructed or jam they are most likely to do so at the extremes of travel. On two occasions I have found problems with this check, both as a result of loose wires behind the panel that hung up on the control shaft.

I always look at the journey log for any defects but also to see what work had been done. If I see maintenance has been done on any part of the control systems then I will give extra care to the control surfaces and how they move on the walk around.

Finally a check that nobody ever seems to do is, on Cessna's, check the rudder position against the nose wheel position. They should be the same, if the rudder is displaced but the nose wheel is straight it means one of the nose wheel centering springs is broken.

I find checking full movement is also important to let any passengers in the cockpit know just how far the controls move so they can stay out of the way. Of course, the same applies to yourself as I've seen knee boards with some serious acreage that don't allow full aileron travel.

LnS.

You're missing a very important point BPF: Make sure everything moves in the right direction.

ahramin wrote:You're missing a very important point BPF: Make sure everything moves in the right direction.

Yes true but controls that have been working don't suddenly reverse themselves. All of the reversed controls I have ever heard about occured immediately after maintenance, which is why I think pilots should be particularly alert when doing the first flight after a maintenance event which may have effected the flight controls, which of course means you must actually pay attention to the Journey Log maintenance entries......


If work has been done don't forget to also test the trim for correct movement. I learned that the hard way on a test flight of an aircraft that had been completely reassembled after painting

Big Pistons Forever wrote:

ahramin wrote:You're missing a very important point BPF: Make sure everything moves in the right direction.

Yes true but controls that have been working don't suddenly reverse themselves. All of the reversed controls I have ever heard about occured immediately after maintenance, which is why I think pilots should be particularly alert when doing the first flight after a maintenance event which may have effected the flight controls......snip

I still ensure everything moves in the right direction as old habits die hard. For me, it originates from the soaring world where rigging and de-rigging is common and the possibility of rigging backwards exists. Particularly in a club/FTU atmosphere, it doesn't hurt to check.

I have to mention another one of my pet peeves... Control checks are to be smooth, controlled movements and not simply slamming from stop to stop. It grinds my gears to see controls slammed around on the ground or in the air.

Big Pistons Forever wrote:Yes true but controls that have been working don't suddenly reverse themselves.

True, but the habit of doing a control check without checking the direction of travel is what has killed many pilots when work has been done. Teaching moving the yoke around and checking that controls move freely without checking the direction of movement is teaching bad habits.

Yes, agreed, very important to try all the corners. Its surprising what can cause problems, knee pads, seat belts, etc. PTT switches, or yoke GPS mounts which can slip and restrict motion.

I'd also suggest doing this before you start the engine as if there are any grinding/scraping noises you'll here it. Bowden cables as are often used in trim tabs or other controls will make a horrific scraping noise when they are about to break but you can't here it over the engine noise.

ahramin wrote:

Big Pistons Forever wrote:Yes true but controls that have been working don't suddenly reverse themselves.

True, but the habit of doing a control check without checking the direction of travel is what has killed many pilots when work has been done. Teaching moving the yoke around and checking that controls move freely without checking the direction of movement is teaching bad habits.

I did not mean to imply that correct direction of the controls should not be taught as part of every control check, because it should be a habit. But it should also not be mindlessly done, the fact remains that the principal danger time for misconnected controls is after maintenance and therefore pilots should be particularly alert for all control anomalies after maintenance. There is more to the control check then Left up, Right down. and vice versa.

Adam Oke wrote: I have to mention another one of my pet peeves... Control checks are to be smooth, controlled movements and not simply slamming from stop to stop. It grinds my gears to see controls slammed around on the ground or in the air.

I was just about to post the exact same idea.

Also, if you're in a plane that has a steerable nosewheel, make sure you can actually turn both left and right in a reasonable turning circle. If you find it difficult to turn in a particular direction it could mean there is a problem with your rudder cables.

interesting thread about this very topic over on pPrune.org
one poster described how his airline had very-specific procedures for checking the flight controls, such as "Full left and full forward, full right and full back". One day, his F/O got the combination wrong and the poster was just beginning to mention it when the F/O attempted to do the other combo but, instead, the VSI popped out of the panel with a crunch and hung by the wires/plumbing.
The airliner had been flying like that for two years and a check of the fleet revealed one other ship that would have had the same result.
The poster suggested not always doing the check in the same order...

As the weather gets colder, steel control cables get slack in aluminum aircraft. In particular, pay attention to the full travel of the trim on Cessna aircraft. The trim stops are like fish weights between the two control cables and will sag if the tension is too low. I've had one catch a bulkhead once and jam in one direction.

iflyforpie wrote:As the weather gets colder, steel control cables get slack in aluminum aircraft. In particular, pay attention to the full travel of the trim on Cessna aircraft. The trim stops are like fish weights between the two control cables and will sag if the tension is too low. I've had one catch a bulkhead once and jam in one direction.

Interesting. I don't think checking the trim is generally done during the preflight (I've never done it, and I just did a search and didn't find it in any online checklists). Normally the checklist just says 'set to takeoff trim'.

So do you recommend checking the full travel of the trim before each takeoff?

Can't believe I've never thought of it that way. I too usually just check trim is set for takeoff.
Guess it's a case of following the checklist and not THINKING about why you're doing each thing (besides the obvious)...

So do you recommend checking the full travel of the trim before each takeoff?

I don't check it before every take off but I usually set the trims up at their TO position before the first flight of the day, visually check the actual trim tabs to get an idea of what to expect once flying, and then make minute adjustments to those trim knobs in the cockpit before taking the first flight of the day...
If your flying a bunch of airplanes in the same fleet each set within trim tab tolerance, but know the perticular machine ahead of time... Well... it makes your morning that much easier to not have to re trim right after TO...

TPC

meh

Hornblower wrote:meh

Is that some form of abreviation?

I was going to ask the same question.
Young guys here tell me it is somebody trying to be cool by using a word from another language.

A few other things, yes ,full trim checks should be done , not on every pre-flight but maybe once a day. Another thing, go full left rudder, hold rudder in that position, then full up and down elevator, do the same with right rudder, that way you will determine if the rudder hits the elevator and reduces travel. Also, operate the aileron full right to its stop and then see if BOTH ailerons are hitting their stops at the same time or if you need further movement for the other aileron to hit its stop. same with full laft aileron. One more thing , make sure the elevators are hitting the stops at the tail BEFORE the control column y or u hits the inst panel or firewall under the panel! OFTEN, AMEs neglect to assure that wiring, hoses etc are clear of the control columns with full movements,,,have a look under there.

crazy_aviator wrote:A few other things, yes ,full trim checks should be done , not on every pre-flight but maybe once a day. Another thing, go full left rudder, hold rudder in that position, then full up and down elevator, do the same with right rudder, that way you will determine if the rudder hits the elevator and reduces travel. Also, operate the aileron full right to its stop and then see if BOTH ailerons are hitting their stops at the same time or if you need further movement for the other aileron to hit its stop. same with full laft aileron. One more thing , make sure the elevators are hitting the stops at the tail BEFORE the control column y or u hits the inst panel or firewall under the panel! OFTEN, AMEs neglect to assure that wiring, hoses etc are clear of the control columns with full movements,,,have a look under there.

Agree with everything you say, except if you have a steerable nosewheel you generally shouldn't apply full rudder while stationary.

I almost learned this lesson the hard way at the beginning of my career.

I was flying a C182 and had a box buckled into the front seat. I did a control check, forward, aft, left, right. On landing, I flared, and tried to drop a wing for the crosswind. The edge of the box got in the way when I tried to drop a wing.

This could have been avoided had I checked left/right during both the forward, back control check.

trim check is pretty important.
I had a J3 on a test flight get stuck with full aft trim.
I was testing everything in flight. Workid on the ground but once airborne would only go one way - full up. Not very pleasant.

Also if you fly a plane with spades/shovels or boost tabs of any kind pay special attention. I learned that lesson the hard way a few years ago. Those things can kill you fast if they break.

Bede wrote:I almost learned this lesson the hard way at the beginning of my career.

I was flying a C182 and had a box buckled into the front seat. I did a control check, forward, aft, left, right. On landing, I flared, and tried to drop a wing for the crosswind. The edge of the box got in the way when I tried to drop a wing.

Big fat Americans have the same effect if you don't take the right side controls out of your older 180 lol.

I'm not sure if I remember correctly but it seems to me that during my PPL training we were taught to run the trim all the way both ways and check the trim tab position. I think this was during the before start checks.

ahramin wrote:I'm not sure if I remember correctly but it seems to me that during my PPL training we were taught to run the trim all the way both ways and check the trim tab position. I think this was during the before start checks.

This should be a first flight of the day check. it is overkill to do it before every flight.